A method for controlling the average speed of a vehicle over a predetermined time period, or indefinitely, or distance length is described with reference to selecting a desired average speed, measuring an actual speed, and maintaining a cumulative error determined as a function of the difference between the average speed and actual speed and the time over which the actual speed measurement was taken. Based on the cumulative total of speed-time error, a compensatory speed is calculated that will reduce the cumulative speed-time error to an acceptable tolerance range within a selected period of elapsed time. Although particularly applicable to competition situations in which an average speed is dictated for use over a particular competition course, the average speed controlling method can be used in other situations where the average speed of a vehicle must be controlled.
|
18. A method for controlling the average speed of a vehicle, comprising the steps of:
(a) measuring elapsed time; (b) defining a desired average speed; (c) measuring an actual speed of said vehicle; (d) selecting a period of elapsed time over which a cumulative average speed of said vehicle will equal said desired average speed within a preselected tolerance band; and (e) determining a compensatory speed of said vehicle, which will result in said vehicle achieving said desired average speed within said period of elapsed time and within said preselected tolerance band.
1. A method for controlling the average speed of a vehicle, comprising the steps of:
measuring elapsed time; defining a desired average speed; measuring an actual speed of said vehicle; calculating an error magnitude as a function of said desired average speed and said actual speed; determining a cumulative error magnitude of said vehicle as a function of said error magnitude and said elapsed time; selecting a period of elapsed time over which an absolute value of said cumulative error magnitude is to be reduced to a predetermined magnitude; and determining a compensatory speed of said vehicle, as a function of said cumulative error and said period of elapsed time, which will reduce said cumulative error magnitude to said predetermined magnitude within said period of elapsed time.
11. A method for controlling the average speed of a marine vehicle, comprising the steps of:
(a) measuring elapsed time; (b) defining a desired average speed; (c) measuring an actual speed of said marine vehicle; (d) calculating an error magnitude as a function of said desired average speed and said actual speed; (e) determining a cumulative error magnitude of said marine vehicle as a function of said error magnitude and said elapsed time; (f) selecting a period of elapsed time over which an absolute value of said cumulative error magnitude is to be reduced to a predetermined magnitude; (g) determining a compensatory speed of said marine vehicle, as a function of said cumulative error and said period of elapsed time, which will reduce said cumulative error magnitude to said predetermined magnitude within said period of elapsed time, said time measuring step, said error magnitude calculating step, said cumulative error determining step, and said compensatory speed determining step being performed by a microprocessor; (h) sensing a starting signal; and (i) repeating steps a-g for a preselected duration of time subsequent to said starting signal sensing step.
3. The method of
said time measuring step, said error magnitude calculating step, said cumulative error determining step, and said compensatory speed determining step are performed by a microprocessor.
4. The method of
said microprocessor is part of an engine control unit of an engine.
5. The method of
sensing a starting signal; and iterating the steps of
7. The method of
said actual speed measuring step is performed by a global positioning satellite system.
8. The method of
said desired average speed, said actual speed, and said compensatory speed are all land based speeds.
9. The method of
said actual speed measuring step comprises the steps of measuring a first distance from said vehicle to an object fixed to the land, measuring a first speed of said vehicle relative to said object, calculating said actual speed of said vehicle as a function of said first distance and said first speed.
10. The method of
said period of elapsed time over which said absolute value of said cumulative error magnitude is to be reduced to said predetermined magnitude is selected as a function of a predetermined length of a course over which said vehicle must maintain said average speed.
12. The method of
said microprocessor is part of an engine control unit of an engine.
13. The method of
said actual speed measuring step is performed by a sonar device.
14. The method of
said actual speed measuring step is performed by a global positioning satellite system.
15. The method of
said desired average speed, said actual speed, and said compensatory speed are all land based speeds.
16. The method of
said actual speed measuring step comprises the steps of measuring a first distance from said marine vehicle to an object fixed to the land, measuring a first speed of said marine vehicle relative to said object, calculating said actual speed of said marine vehicle as a function of said first distance and said first speed.
17. The method of
said period of elapsed time over which said absolute value of said cumulative error magnitude is to be reduced to said predetermined magnitude is selected as a function of a predetermined length of a course over which said marine vehicle must maintain said average speed.
19. The method of
(f) sensing a starting signal; and (g) repeating steps a-e for a preselected duration of time.
20. The method of
(f) calculating an error magnitude as a function of said desired average speed and said actual speed; (g) determining a cumulative error magnitude of said vehicle as a function of said error magnitude and said elapsed time; (f) selecting a period of elapsed time over which an absolute value of said cumulative error magnitude is to be reduced to a predetermined magnitude; (g) determining said compensatory speed of said vehicle, as a function of said cumulative error and said period of elapsed time, which will reduce said cumulative error magnitude to said predetermined magnitude within said period of elapsed time, said time measuring step, said error magnitude calculating step, said cumulative error determining step, and said compensatory speed determining step being performed by a microprocessor.
|
1. Field of the Invention
The present invention is generally related to a speed control method for a vehicle and, more particularly, to a method for maintaining an average speed of a marine vessel during a preselected period of time such as the course followed by a marine vessel during a water sport competition.
2. Description of the Prior Art
Many different types of speed control methods are known to those skilled in the art. U.S. Pat. No. 6,109,986, which issued to Gaynor et al on Aug. 29, 2000, discloses an idle speed control system for a marine propulsion system. The idle speed control system controls the amount of fuel injected into the combustion chamber of an engine cylinder as a function of the error between a selected target speed and an actual speed. The speed can either be an engine speed, measured in revolutions per minute, or it can be boat speed, measured in nautical miles per mile or kilometers per hour. By comparing target speed to actual speed, the control system selects an appropriate pulse width for the injection of fuel into the combustion chamber and regulates the speed by increasing or decreasing the pulse width.
U.S. Pat. No. 5,765,528, which issued to Kamimaru on Jun. 16, 1998, describes an idle speed control system for automotive internal combustion engines. During idling of an internal combustion engine, when there is a difference between an actual engine speed and a target idle speed which is preset in accordance with an engine load, the opening and closing timings of an intake/exhaust valve of the engine is changed in accordance with the difference between the actual engine speed and the target idle speed to change an intake air flow sucked into the engine. Therefore, it is not required to provide any apparatus, such ISC valve, provided in conventional systems, and it is possible to quickly adjust the engine speed so as to be equal to the target idle speed.
U.S. Pat. No. 5,362,263, which issued to Petty on Nov. 8, 1994, describes a trolling autopilot. The autopilot is for a vessel and for use in combination with a depth finder having a transducer, including a means for setting and storing a desired characteristic to be followed by the vessel, means for measuring the characteristic to be followed by the vessel, and means for storing a signal generated by the measuring means indicative of the measured characteristic. Once received and stored, the measured characteristic is compared to the selected characteristic. Based upon the comparison between the two characteristics, at least one servo motor is actuated to alter the direction the vessel is traveling. A servo motor may be coupled to the helm or to an outboard motor mounted to the vessel. The speed of the vessel may also be controlled based upon a comparison between a measured value and a selected value.
U.S. Pat. No. 5,364,322, which issued to Fukui on Nov. 15, 1994, describes a control apparatus for a marine engine. The apparatus is capable of effectively suppressing a great variation in the rotational speed of the engine due to a great variation in an intake air pressure particularly when the engine is trolling. In one form, an air/fuel ratio of a mixture supplied to the engine is made constant to maintain engine output power at a constant level. In another form, the intake air pressure, based on which the engine is controlled, is averaged in such a manner as to reduce a variation in the engine rotational speed by using a greater averaging coefficient during trolling than at other times. In a further form, if a variation in the intake air pressure is less than a predetermined value, the intake air pressure is used controlling the engine, whereas if otherwise, another engine operating parameter such as an opening degree of a throttle valve is used instead of the intake air pressure.
U.S. Pat. No. 5,546,188, which issued to Wangler et al on Aug. 13, 1996, describes an intelligent vehicle highway system sensor and method. An object sensor and method using pulsed laser range imaging technology is adapted for determining the velocity and three dimensional profile of a vehicle passing the sensor for classifying the type of vehicle for use in Intelligent Vehicle Highway Systems. A pair of scanned laser beams are provided by splitting a continuously pulsed laser beam from a transmitter and an optical receiver determines the presence of a vehicle in a predetermined zone such as a highway weigh station or toll booth. Range, angle and time data are collected and stored for use in determining the speed of the vehicle passing the sensor and its three dimensional profile. Forward and backward scanned beams are provided using alternate embodiments of a rotation mirror and using two transmitters/receivers in another embodiment. The pulsed energy is sent into two divergent beams, which are received as reflective energy in a receiver. The receiver accepts reflections from the beams and provides inputs for purposes of determining time of flight, and for measuring the time interval between interceptions of the two divergent beams for a given vehicle. An encoder tracks the position of the mirror for providing angle data with associated range measurements. The vehicle speed is calculated for range data collected when the vehicle passes through the forward and backward scanned beams. Three dimensional profiles are compared with preselected vehicle profiles for classifying the vehicle.
U.S. Pat. No. 5,957,992, which issued to Kiyono on Sep. 28, 1999, describes a vehicle cruise control system and method having improved target speed resolution feature. A vehicular constant-speed running system converges a vehicle speed control of a vehicle quickly to a target vehicle speed when the vehicle is set in a cruise control mode. The vehicular constant-speed running system includes a constant-speed running section for controlling a throttle opening independently of an accelerator opening to maintain a vehicle at a target vehicle speed. It is also an initial opening setting section which, at the time of transfer by the constant-speed running section, sets the throttle opening before the transfer of an initial value at the time of the transfer if the throttle opening is in a region which is preset based on either the vehicle speed at the time of the transfer or a parameter correlated with the vehicle speed. If the throttle opening is not in this region, the initial opening setting section sets the same throttle opening to the upper limit and/or the lower limit of that region.
U.S. Pat. No. 5,680,309, which issued to Rauznitz et al on Oct. 21, 1997, describes a control system for automatic resumption of speed control after gear change. The method for automatically resuming vehicle speed control after a gear change of the vehicle's manual transmission is disclosed. The method may be implemented as a subroutine in the vehicle's general control software. After disengagement of the clutch, the subroutine suspends the automatic speed control system and then periodically checks to determine if the driver has shifted gears within a predetermined time period. This determination is made by checking to see if the clutch has once again been engaged with the transmission in gear. If this occurs within the predetermined time period, then the control system automatically resumes the speed control of the engine. The determination of whether the transmission has been placed into another gear is made by an explanation of calculated gear ratios, rather than by the addition of a hardware sensor.
U.S. Pat. No. 5,624,005, which issued to Torii on Apr. 29, 1997, describes a running speed control device for a vehicle. When an "off" state of an idle switch is detected even once after an ignition switch of an internal combustion engine is turned on, a cruise ECU determines that the idle switch is normal, and performs constant-speed cruise control if the start thereof is instructed. Because the constant-speed cruise control is normally instructed while a vehicle is running, if the idle switch is normal, the idle switch becomes the "off" state at least one time during the time period until the start of the constant-speed cruise control is instructed after the ignition switch is turned on. For this reason, if the idle switch does not become the "off" state even once, the cruise ECU determines that the idle switch has failed and interrupts the constant-speed cruise control.
The patents described above are hereby expressly incorporated by reference in the description of the present invention.
Known cruise control systems typically provide a method of regulating the speed of a vehicle to a target speed without concern with the average speed of the vehicle over a preselected time or distance. For example, if a target speed of 50 miles per hour (MPH) is set for a vehicle, known cruise control algorithms react to a deviation from the target speed by regulating the vehicle speed back to the target speed. In other words, if the cruise control algorithm detects that the vehicle actually is traveling at 49 miles per hour, when the target speed is 50 miles per hour, the algorithm will take steps to increase the speed of the vehicle to 50 miles per hour. Regardless of the specific methodology employed to accomplish this task, known cruise control systems attempt to reestablish the target speed when a deviation in speed is sensed.
In certain situations, such as timed water sport competition, a requirement is set that the vehicle maintain a certain average speed over a predefined course. In these circumstances, a deviation from the targeted average speed, followed by a known type of cruise control method attempt to reestablish the target speed, will be ineffective in achieving the overall average target speed required for the competition.
It would therefore be significantly beneficial if a speed control method could be provided which assures the achievement of an average speed over a predefined distance or over a preselected time period, in which a vehicle traveling over a predefined competition course will satisfy the required time period at precisely the time when the vehicle completely traverses the length of the competition course.
A method for controlling the average speed of a vehicle performed in accordance with the present invention, comprises the steps of measuring elapsed time, defining a desired average speed, measuring an actual speed of the vehicle, and calculating an error magnitude as a function of the desired actual speed and the actual speed. The method of the present invention further comprises the steps of determining a cumulative error magnitude of the vehicle as a function of both the error magnitude and the elapsed time and then selecting a period of elapsed time over which an absolute value of the cumulative error magnitude is to be reduced to a predetermined magnitude, such as zero. The method of the present invention further comprises the step of determining a compensatory speed of the vehicle, as a function of the cumulative error and the period of elapsed time, which will reduce the cumulative error magnitude to the predetermined magnitude with in the selected period of elapsed time.
In a preferred embodiment of the present invention, the vehicle is a marine vessel and the timed measuring step, the error magnitude calculating step, the cumulative error determining step, and the compensatory speed determining step are all performed by a microprocessor. The microprocessor can be part of an engine control unit (ECU) of an engine.
A particularly preferred embodiment of the present invention further comprises the steps of sensing a starting signal and iterating the steps of the present invention repeatedly for a preselected period of time subsequent to the starting signal sensing step. The actual speed can be measured by a sonar device, a radar device, or a global positioning satellite (GPS) system. In a particularly effective embodiment of the present invention, the desired average speed, the actual speed, and the compensatory speed are all land-based speeds.
In certain embodiments of the present invention, the actual speed measuring step can comprise the steps of measuring a first distance from the vehicle to an object fixed to the land, measuring a first speed of the vehicle relative to the object, and calculating the actual speed of the vehicle as a function of the first distance and the first speed. The first period of elapsed time over which the absolute value of the cumulative error magnitude is to be reduced to a predetermined magnitude, such as zero, is selected as a function of a predetermined length of a course over which the vehicle must maintain the average speed during a competition.
The present invention will be fully and completely understood from a reading of the description of the preferred embodiment in conjunction with the drawings, in which:
Throughout the description of the preferred embodiment of the present invention, like components will be identified by like reference numerals.
Many other types of competitions, in addition to water skiing, use various types of courses over which the competition is held. Each specific sport is governed by its own set of rules. For example, the International Water Ski Federation (IWSF) provides tournament water ski rules that define the layout of the courses, the various regulations applying to world records, and many other details regarding competition. Other sports provide different course layouts and regulations. However, one particular regulation applies to many different types of sports, including water sports. That regulation pertains to the speed at which the competitor must traverse a predetermined distance during the competition. For example, with reference to
Known types of speed control systems typically require numerous trial runs of the boat in order to properly gage the speed of the boat along the defined course. In addition, known systems require that the weight of the boat, the weight of the load in the boat, and the weight of the skier be incorporated during the trial runs, with appropriated adjustments being made during the series of trial runs. In addition, known systems that regulate the speed of the boat during competition typically control the speed by controlling the engine speed (RPM). Furthermore, known systems typically attempt to achieve the desired target speed relative to the water in which a marine vessel is operated. The effects of current, wave action, and wind are not accurately compensated by known systems.
One of the problems inherent in most known speed control systems relating to marine vessels is that they regulate the speed of the vessel relative to the water in which the vessel is operated. This is done by using standard speedometers, which can incorporate a pinwheel component, or by using pilot tubes to monitor the actual speed of the boat. These devices measure the boat speed relative to the water and can therefore incorporate errors caused by the current and water flow speeds, particularly if the competition is held in a river. In order to avoid the inherent inaccuracies resulting from using conventional speedometers or pilot tubes, the present invention measures the actual speed of the boat as a land-base speed. Although this can be accomplished in several different ways, the preferred embodiment of the present invention will be described herein in terms of the use of a sonar system.
It is important to understand that the purpose of the present invention is to achieve a desired average speed error of zero over a preselected distance or period of time, or both. It is not a goal of the present invention to operate as a standard cruise control system that regulates to a particular target speed, although it could be used for this purpose. This is an important distinction between the present invention and the prior art.
In speed control systems known in the prior art, a deviation from a particular target speed (e.g. 34 miles per hour) results in a correction step taken by the cruise control algorithm to return the speed of the vehicle to the target speed. In other words, if the speed control system detects that the vehicle is traveling at a non target speed (e.g. 33 miles per hour), the corrective action is to return the speed of the vehicle to 34 miles per hour. This technique will not work sufficiently accurately to result in the vehicle achieving the desired average speed over the course.
Unlike the speed control systems known in the prior art, the present invention reacts to a deviation between the target speed and the actual speed by calculating a compensatory target speed that will actually result in the achievement of an average speed over a preselected distance or time. For example, if the present invention detects that the actual speed has fallen to a slower speed (e.g. 33 miles per hour) than the target speed (e.g. 34 miles per hour), it will determine a required compensatory speed (e.g. 35 miles per hour) in order to compensate for the lost distance that occurred while the boat was traveling too slowly. In order to perform this function more accurately, the present invention actually monitors the amount of time over which the boat was traveling too slowly, or too quickly, and creates a variable that is a function of both the speed differential and the time over which the speed differential exists. This measurement, which can be typically in units of miles per hour-seconds, is then used to calculate an appropriate compensatory average speed that will result in the desired average speed over the duration of the competition. More specifically, each deviation from the target speed is responded to by a calculation that would correct the current cumulative value of the error, measured in speed and time units.
With continued reference to
With continued reference to
With continued reference to
With reference to
With continued reference to
Functional block 74 describes that fact that the present invention then accumulates the speed-time error. It is anticipated that a preferred embodiment of the present invention repeats the procedures shown in
At functional block 75, the program calculates a compensatory speed based on the cumulative speed-time error subsequent to the step of functional block 74. In other words, the program observes the magnitude of the cumulative current algebraic sum resulting from the step of functional block 74 and then calculates a compensatory speed that will reduce that sum to an acceptable value within a preselected time period. In other words, the compensatory speed can be calculated to reduce the cumulative error to zero within three seconds. Alternatively, it can be configured to reduce the cumulative error to an acceptable tolerance band around the desired average speed within five seconds. It should be understood that the time period allowed for reduction of the cumulative time-speed error can be changed to suit the particular application in which the present invention is used.
With continued reference to
With reference to
With reference to
The vehicle can be a marine vessel, such as a boat, but the present invention can also be used on land or air vehicles. A microprocessor is used in a preferred embodiment of the present invention.
As described above in conjunction with
With reference to
Although the present invention has been described in particular detail to illustrate the use of the present invention in a marine competition setting, it should be understood that the principles of the present invention are applicable to many other settings. Furthermore, the use of the present invention with land-based speeds is a preferable application, but alternative measurements are also within its scope.
Ehlers, Jeffery C., Lemancik, Michael J., Boatman, John R., Lanyi, William D.
Patent | Priority | Assignee | Title |
10095232, | Mar 01 2016 | Brunswick Corporation | Station keeping methods |
10198005, | Mar 01 2016 | Brunswick Corporation | Station keeping and waypoint tracking methods |
10259555, | Aug 25 2016 | Brunswick Corporation | Methods for controlling movement of a marine vessel near an object |
10322780, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
10322787, | Mar 01 2016 | Brunswick Corporation | Marine vessel station keeping systems and methods |
10324468, | Nov 20 2017 | Brunswick Corporation | System and method for controlling a position of a marine vessel near an object |
10343472, | Dec 26 2016 | HANWHA AEROSPACE CO , LTD | Apparatus and method of controlling amphibious vehicle |
10429845, | Nov 20 2017 | Brunswick Corporation | System and method for controlling a position of a marine vessel near an object |
10437248, | Jan 10 2018 | Brunswick Corporation | Sun adjusted station keeping methods and systems |
10507895, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
10633072, | Jul 05 2018 | Brunswick Corporation | Methods for positioning marine vessels |
10640190, | Mar 01 2016 | Brunswick Corporation | System and method for controlling course of a marine vessel |
10671073, | Feb 15 2017 | Brunswick Corporation | Station keeping system and method |
10795366, | Mar 01 2016 | Brunswick Corporation | Vessel maneuvering methods and systems |
10845811, | Mar 01 2016 | Brunswick Corporation | Station keeping methods |
10845812, | May 22 2018 | Brunswick Corporation | Methods for controlling movement of a marine vessel near an object |
10926855, | Nov 01 2018 | Brunswick Corporation | Methods and systems for controlling low-speed propulsion of a marine vessel |
11198494, | Nov 01 2018 | Brunswick Corporation | Methods and systems for controlling propulsion of a marine vessel to enhance proximity sensing in a marine environment |
11247753, | Feb 15 2017 | Brunswick Corporation | Station keeping methods |
11254402, | Nov 02 2020 | Brunswick Corporation | Method and system for automated launch control of a marine vessel |
11260949, | Mar 01 2016 | Brunswick Corporation | Marine vessel station keeping systems and methods |
11327494, | Mar 01 2016 | Brunswick Corporation | Station keeping methods |
11372102, | Mar 05 2015 | NAVICO, INC | Systems and associated methods for producing a 3D sonar image |
11530022, | Jul 10 2018 | Brunswick Corporation | Method for controlling heading of a marine vessel |
11585921, | Mar 05 2015 | NAVICO, INC | Sidescan sonar imaging system |
11904996, | Nov 01 2018 | Brunswick Corporation | Methods and systems for controlling propulsion of a marine vessel to enhance proximity sensing in a marine environment |
12065230, | Feb 15 2022 | Brunswick Corporation | Marine propulsion control system and method with rear and lateral marine drives |
12084160, | Nov 01 2018 | Brunswick Corporation | Methods and systems for controlling low-speed propulsion of a marine vessel |
12110088, | Jul 20 2022 | Brunswick Corporation | Marine propulsion system and method with rear and lateral marine drives |
12134454, | Jul 20 2022 | Brunswick Corporation | Marine propulsion system and method with single rear drive and lateral marine drive |
6776676, | Aug 23 2002 | Kawasaki Jukogyo Kabushiki Kaisha | Personal watercraft |
7214110, | Oct 06 2005 | Woodward Governor Company | Acceleration control system for a marine vessel |
7229330, | Feb 11 2004 | EControls, LLC; Enovation Controls, LLC | Watercraft speed control device |
7315779, | Dec 22 2006 | Bombardier Recreational Products Inc. | Vehicle speed limiter |
7361067, | Nov 02 2006 | Brunswick Corporation | Method for controlling the acceleration of a marine vessel used for water skiing |
7380538, | Dec 22 2006 | Bombardier Recreational Products Inc. | Reverse operation of a vehicle |
7465203, | Feb 11 2004 | EControls, LLC; Enovation Controls, LLC | Watercraft speed control device |
7485021, | Feb 11 2004 | EControls, LLC; Enovation Controls, LLC | Watercraft speed control device |
7491104, | Feb 11 2004 | EControls, LLC; Enovation Controls, LLC | Watercraft speed control device |
7494393, | Feb 11 2004 | EControls, LLC; Enovation Controls, LLC | Watercraft speed control device |
7494394, | Feb 11 2004 | EControls, LLC; Enovation Controls, LLC | Watercraft speed control device |
7530345, | Dec 22 2006 | Bombardier Recreational Products Inc. | Vehicle cruise control |
7877174, | Feb 11 2005 | EControls, LLC; Enovation Controls, LLC | Watercraft speed control device |
8050630, | Apr 28 2009 | Brunswick Corporation | Method for monitoring the operation of a global position system receiver |
8145372, | Feb 11 2005 | EControls, LLC; Enovation Controls, LLC | Watercraft speed control device |
8475221, | Feb 11 2004 | Econtrols, Inc. | Watercraft speed control device |
8521348, | Feb 11 2004 | Econtrols, Inc. | Watercraft speed control device |
8694248, | Feb 08 2011 | Brunswick Corporation | Systems and methods of monitoring the accuracy of a global positioning system receiver in a marine vessel |
8731749, | Jan 20 2011 | GM Global Technology Operations LLC | System and method for operating a vehicle cruise control system |
8776737, | Jan 06 2012 | GM Global Technology Operations LLC | Spark ignition to homogenous charge compression ignition transition control systems and methods |
8973429, | Feb 25 2013 | GM Global Technology Operations LLC | System and method for detecting stochastic pre-ignition |
8983768, | Feb 11 2005 | Enovation Controls, LLC | Event sensor |
8989928, | Jan 20 2011 | GM Global Technology Operations LLC | Watercraft throttle control systems and methods |
9052717, | Feb 11 2004 | Enovation Controls, LLC | Watercraft speed control device |
9068838, | Feb 11 2005 | Enovation Controls, LLC | Event sensor |
9092033, | Feb 11 2005 | Enovation Controls, LLC | Event sensor |
9097196, | Aug 31 2011 | GM Global Technology Operations LLC | Stochastic pre-ignition detection systems and methods |
9098083, | Feb 11 2005 | Enovation Controls, LLC | Event sensor |
9121362, | Aug 21 2012 | GM Global Technology Operations LLC | Valvetrain fault indication systems and methods using knock sensing |
9127604, | Aug 23 2011 | GM Global Technology Operations LLC | Control system and method for preventing stochastic pre-ignition in an engine |
9133775, | Aug 21 2012 | GM Global Technology Operations LLC | Valvetrain fault indication systems and methods using engine misfire |
9156372, | Apr 26 2011 | Enovation Controls, LLC | Multinodal ballast and trim control system and method |
9207675, | Feb 11 2005 | Enovation Controls, LLC | Event sensor |
9233744, | Jan 20 2011 | Medallion Instrumentation Systems LLC | Engine control system and method for a marine vessel |
9266589, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
9377780, | Mar 14 2013 | Brunswick Corporation | Systems and methods for determining a heading value of a marine vessel |
9393963, | Sep 19 2014 | PACCAR Inc | Predictive cruise control system with advanced operator control and feedback |
9394040, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
9399465, | Sep 19 2014 | PACCAR Inc | Predictive cruise control system with selectable speed control bands |
9446831, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
9463860, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
9505477, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
9522721, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
9708042, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
9758222, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
9857794, | Jul 23 2015 | Brunswick Corporation | System for controlling position and speed of a marine vessel |
9944365, | Oct 19 2007 | Garmin Switzerland GmbH | Watercraft automation and aquatic effort data utilization |
9952595, | Mar 01 2016 | Brunswick Corporation | Vessel maneuvering methods and systems |
9988049, | Sep 19 2014 | PACCAR Inc | Predictive cruise control system with advanced operator control and feedback |
ER6649, |
Patent | Priority | Assignee | Title |
5074810, | Jun 29 1990 | ECONTROLS, INC | Automatic speed control system for boats |
5110310, | Apr 25 1991 | PERFECTPASS CONTROL SYSTEMS INC | Automatic speed control system for boats |
5113821, | May 15 1990 | Mitsubishi Denki Kabushiki Kaisha | Vehicle speed governor |
5362263, | Mar 26 1992 | Trolling autopilot | |
5364322, | Apr 22 1991 | Mitsubishi Denki Kabushiki Kaisha | Control apparatus for a marine engine |
5546188, | Nov 23 1992 | WELLS FARGO BANK, NATIONAL ASSOCIATION, AS ADMINISTRATIVE AGENT | Intelligent vehicle highway system sensor and method |
5624005, | May 23 1994 | Nippondenso Co., Ltd. | Running speed control device for a vehicle |
5680309, | Jun 07 1995 | CUMMINS ENGINE IP, INC | Control system for automatic resumption of speed control after gear change |
5700171, | Oct 27 1995 | EControls, LLC; Enovation Controls, LLC | Speed control system |
5765528, | Jul 24 1996 | Fuji Jukogyo Kabushiki Kaisha | Idle speed control system for automotive internal combustion engine |
5957992, | Sep 11 1995 | Nippondenso Co., Ltd. | Vehicle cruise control system and method having improved target speed resolution feature |
6109986, | Dec 10 1998 | Brunswick Corporation | Idle speed control system for a marine propulsion system |
Date | Maintenance Fee Events |
Apr 26 2006 | M1551: Payment of Maintenance Fee, 4th Year, Large Entity. |
Apr 22 2010 | M1552: Payment of Maintenance Fee, 8th Year, Large Entity. |
Apr 24 2014 | M1553: Payment of Maintenance Fee, 12th Year, Large Entity. |
Date | Maintenance Schedule |
Nov 26 2005 | 4 years fee payment window open |
May 26 2006 | 6 months grace period start (w surcharge) |
Nov 26 2006 | patent expiry (for year 4) |
Nov 26 2008 | 2 years to revive unintentionally abandoned end. (for year 4) |
Nov 26 2009 | 8 years fee payment window open |
May 26 2010 | 6 months grace period start (w surcharge) |
Nov 26 2010 | patent expiry (for year 8) |
Nov 26 2012 | 2 years to revive unintentionally abandoned end. (for year 8) |
Nov 26 2013 | 12 years fee payment window open |
May 26 2014 | 6 months grace period start (w surcharge) |
Nov 26 2014 | patent expiry (for year 12) |
Nov 26 2016 | 2 years to revive unintentionally abandoned end. (for year 12) |